Internal-combustion engine



sept 12,1950 l M. MALLoRY 2,522,456

INTERNAL-,COMBUSTION ENGINE Filed NOV. 13, 1948 mvENToR. Maf/af? /Va//a/y Patented Sept. 12, 1950 INTERNAL-COMBUSTION ENGINE Marion Mallory, Detroit, Mich.

` Application November 13, 1948, Serial No. 59,828 l 4 Claims. (Cl. 123-34) This invention relates to an internal combustion engine and more particularly to an internal combustion engine of the injection type.

It is an object of this invention to produce an y internal combustion engine of' the injection type which can be operated at very high compression without detonation and therefore is very eiiicient in operation.

Fig. l is a fragmentary vertical section through my engine showing the piston at the beginning of the compression stroke.

Fig. 2 is a fragmentary vertical section through my engine showing the piston near the completion of the compression stroke.

Figs. 3 and 4 are sections along the lines 3-3 and 4--4 of Fig. l.

The elements of my engine are referenced as follows: crankshaft I, connecting rod 2, piston 3, cylinder 4, combustion chamber 5, spark plug 3, exhaust port 1, exhaust valve 8, exhaust valve cam 9, air intake port I0, intake valve I I, intake valve cam I2, compressed air port I3 controlled by valve I4, cam shaft I5, cam I6 for controlling valve I4, valve springs I8, I9 and 20, compressed air conduit 2| connecting port I3 with air compressor 22..

`It will be noted that my engine preferably is provided with a special combustion chamber 5 in the form of an elongated tunnel or channel. For purposes of description but not by way of limitation, the length of the combustion chamber 5 is shown as approximately equal to the diameter of cylinder 4 and the width is slightly less than the radius of the cylinder. It will also be noted that the spark plug 6 and the exhaust port 'I and exhaust valve 8 are located in one end of the combustion chamber and the intake port, intake valve, air inlet port, air valve and injection nozzle are located in the other end of the combustion chamber.

The operation of my engine is as follows: As

piston 3 moves downwardly on the intake stroke,

air alone is drawn in through p ort I0 by valve II which is open. Exhaust valve 8 and valve I4 are closed. Cam I6 will be timed to open valve I4 near the end of intake stroke of piston 3, that is, when the piston is on bottom center, Fig. 1, or, if preferred, valve I4 will open somewhat before the end of the intake stroke, that is, when the piston has traveled, say, for example, about 100 on its downward or suction stroke. Cam I6 will be timed to close valve I4 near the end of the compression stroke. When valve I4 opens, air under compression is forced through port I4 into the combustion chamber. Valves 8 and II will be closed on the compression as Well as on the power stroke of the engine. The lires--l sure of the charging air admitted through port I3 is less vthan the maximum compression pressures of the air created on the compression stroke by piston 3. l y

Cam 23, which controls injection` valve 24, will 'be timed to open' valve 24 and cause injectionvof fuel through nozzle 25 after valve I4 has opened and the fuel will always be injected late enough to reduce pre-ignition. This makes possible the' use of very high compression. The liquid fuel from injection nozzle 25 will be directedfa'gainst valve I4. Cam 23 will be timed so that the injection will takeplace before the end of the compression stroke. If the injection takes place near the end of the compression stroke, detonation is eliminated because it takes time for the fuel and air to be mixed or prepared to a combustible state. Since the injection takes placeduring the latter'part of the compression stroke the charge will not reach a combustible state until the piston is about on dead center and the piston will be moving downwardly on the power stroke before the peak pressures which cause detonation can get started.' I do not start the injection at the beginning of the compression stroke because then extremely high pressures could not be used since combustion would take place before the end oi' the compression stroke and there would be de'tonation. The injection time Will vary, for example, if the engine is running under light throttle, the dwell of the injection will bev short, and if the engine is running under full throttle, then the dwell of the injection will be long. Since nozzle 24 injects the fuel into the high velocity air stream flowing through port I3, the high velocity air will completelyatomize the injected fuel and therefore effect a thorough mixture of the air and fuel.

Ignition takes place at or near the end of the compression stroke after the injection is completed and valves 8, II and I4 will be closed.

It will be noted that the exhaust valve 8 and spark plug 6 are situated at the end of combustion chamber 5 remote from injection nozzle 25. Combustion is initiated at spark plug 6 and exhaust valve 8 and the burning fiame travels from the hot end of the combustion chamber to the cool end.

From the above it will be seen that my engine can be operated at extremely high compression without detonation and is therefore highly efficient.

I claim:

1. An internal combustion engine comprising.

a cylinder, a reciprocating piston in said cylinder,

a combustion chamber at the upper end of said cylinder, ignition means in said combustion chamber, a valve controlled exhaust port for said combustion chamber, a valve controlled intake port i'or admitting air into said combustion chamber on the suction stroke of said piston, a valve controlled port for admitting air under pressure into said combustion chamber during, and closing near the end of, the compression stroke of said piston, and injection means for injecting liquid fuel into the air underl pressure` flowing through said last named air port when the same is open, the said injection means being timed to inject fuel into the compressed air stream as it ilows into the combustion chamber during the latter part of the compression stroke of said piston.

2. An internal combustion engine comprising a cylinder, a reciprocating piston in said cylinder,

v1|. combustion chamber at the upper end of said cylinder, ignition meansin said combustion chamber, a valve controlled exhaust port for said combustion chamber, a. valve controlled intake port for admitting air into said combustion chamber on the suction stroke of said piston, a third port for said combustion chamber, a valve controlling said third port, an air compressor having its outlet communicating with said third port for forcing air under pressure through said third port into the combustion chamber, the valve for said third port being open during, and closing near the end of, the compression stroke o! said piston, and injection means for injecting liquid iuel into the air stream as it flows throughl the latter part of the compression stroke of v said piston.

3. The internal combustion engine as claimed in claim 2 wherein the valve controlled exhaust port and ignition means are located at an end of the combustion chamber remote from the two air inlet ports.

4. The internal combustion engine as claimed in claim 3 wherein the valve for said third port is a poppet valve and opens inwardly of the combustion chamber and wherein the injection means directs the -liquid fuel against the said DOPDet valve.

MARION MALLORY.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PA'I'ENTB Number Name Date 1,769,675 Bruckner July 1, 1930 1,937,801 Tibbetts Dec. 5, 1933 2,011,986 Schwarz Aug. 20, 1935 2,024,929 Joslyn ..v Dec. 17, 1935 FOREIGN PATENTS Number Country Date 560,834 Great Britain Apr. 18, 1944 

